Keyless steering shaft lock arrangement

ABSTRACT

The invention proposes an improved keyless steering shaft lock arrangement which comprises a gearing unit operatively connected with an electric motor; a rotator operatively connected with output shaft means of the gearing unit; and a rod movable between a locking and an unlocking position to engage with and disengage from a reception recess on a steering shaft depending upon rotational position of said rotator. Operation of the arrangement is controlled by a combined electronic and electric control circuit. The control circuit includes several safety means adapted for cooperation with the conventional engine ignition circuit, engine-running sensor, and vehicle-running sensor, for assuring proper and safe cooperation among these constituents.

BACKGROUND OF THE INVENTION

This invention relates to improvements in and relating to the keylesssteering shaft locks.

With this kind of keyless lock, the steering shaft of an automotivevehicle is unlocked automatically so to speak, upon manual depression ofa plurality of push buttons in predetermined order by the vehicle driverwho can then turn manually the steering shaft as he may desire.

With use of this kind of modernized keyless steering shaft lockarrangement, caution must be paid, however, to prevent the shaft lockoperation from occurrence, indeed, during the engine running or thevehicle running.

Further, in the button switch-controled, keyless steering lockarrangement, grave caution must be had against unintentionalshaft-locking operation during engine running and caused by a carelessdepression of the controlling push buttons by the driver.

When the operating motor included in the steering shaft arrangementadapted for bringing a locking bar to its shaft locking position or forreturning it in the reverse order, is of the unidirectional type, andnot of the reversible type, a grave malfunction of the locking mechanismcould be invited, if an unlocking signal be again generated by accidentduring the unlocking stage of the mechanism, the latter could be lockedback, or vice versa.

Still further, as is highly well known, the engine ignition circuit isgenerally includes an accessory circuit. When the button-controlledsteering lock arrangement is fitted to an automotive vehicle, thevehicle driver must operate a control switch for the ignition circuitseparately from manipulation of push buttons for the steering lockarrangement. This kind of operation is somewhat troublesome.

SUMMARY OF THE INVENTION

An object of the present invention to nullify otherwise possible lockingor unlocking inversion effects even when the same operationalinstruction signal should be issued by error or by accident.

Another object of the invention is to provide an improved keylesssteering lock arrangement with which such a troublesome separatemanipulation of the control switch for the engine ignition circuit hasbeen obviated.

Still a further object is to provide effective means for positivelypreventing a dangerous operational condition wherein an energization ofthe engine ignition circuit can not be brought about in the lockedposition of the vehicle steering shaft.

Still another object is to provide an improved automotive engineignition circuit adapted for automatic interruption of signal supply tothe accessory circuit if the starter motor circuit is supplied with asignal for energization thereof.

Another object of the invention is to provide an improved steering lockarrangement, as capable of avoiding a dangerous accident to be caused bya co-occurrence of steering shaft-lock operation and vehicle-runningoperation.

A still further object of the invention is to provide an improvedsteering-shaft lock arrangement, as capable of preventing an accidentalinterruption of the engine ignition circuit during engine-runningperiod.

It is, therefore, a still another object of the present invention toprovide an improved steering lock arrangement which will assuredefinitely the dangerous co-occurrence of shaft-locking andengine-running.

A further object of the present invention to provide an improved keylesssteering shaft lock arrangement, capable of positively preventing theoccurrence of steering shaft-locking during engine running or vehiclerunning stage.

A further object is to provide an improved keyless steering shaft lockarrangement capable of preventing a malfunctioned shaft-locking or-unlocking, even if twice or further repeated issueance of operationinstruction signal during the shaft locking or -unlocking stage.

A still further object is to provide safety means against accidental orcareless energization of the engine ignition systen of the vehicleduring the locking state of the keyless steering lock arrangement.

These and further objects, features and merits of the invention willbecome more apparent as the description proceeds with reference to theaccompanying drawings, in which:

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a vertical section of a steering shaft lock proper withoutshowing the general electronic circuit cooperating therewith.

FIG. 2 is a top plan view thereof wherein, however, the housing closurelid has been removed.

FIG. 3 is a substantially vertical section of the bearing sectionrotatably supporting the steering shaft, the latter being only partiallyshown.

FIG. 4 is a sectional view along a section line A-A' shown in FIG. 2.

FIG. 5 is a side view of the rotator employed.

FIG. 6, consisting of two parts, FIG. 6(A) and FIG. 6(B) separated fromeach other by a section line X-X', is a general electronic circuitarrangement adapted for control of the steering lock and the engineignition circuit.

FIG. 7 is a circuit diagram of a counter employed, and

FIG. 8 is a timing chart showing the operation of the counter.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following, a preferred embodiment of the invention will be morefully described with reference to the accompanying drawings.

In these drawings, numeral 10 represents part of a conventional steeringshaft which is rotatably supported by a ball bearing unit 12 positivelysupporting in a frame 13. This frame is formed with a hollow cylindricalportion 14 in which the said bearing unit 12 is positively mounted inposition under pressure by pressure fit as an example.

In the upper part of the frame 13, there are formed a guide opening 17kept in communication with the hollow cylindrical space 14; andcontainer chambers 15. The upper part of the frame 13 is closed by aclosure lid 16 pressure-fit thereto as shown in a reseparable manner forthe purpose of theft-prevention.

A locker bar 18 is slidably mounted in guide opening 17, the said barbeing shown in FIG. 1 at its advanced and locking position kept inengagement with a reception recess 11 formed on the steering shaft 10.Sliding motion of locker bar 18 is made in unison with a "hanger piece"or briefly "hanger" 19 so called, the latter being fixed to the former.

A compression coil spring 20 is mounted between lid 16 and hanger 19under compression and thus urges the bar 18 to move downwards in FIG. 1.

A member 21 called "rotator" is kept in pressure contact with the hanger19 as specifically shown in FIG. 5 in its side view, and acts to preventexcess advancement of the bar 18, as will be later more fully described.

An electric motor 22 and a gearing unit 23 are mounted in frame 13 asshown. Rotation is transmitted from the motor 22 through gearing unit 23to output shaft wheel 36 in succession. Gearing unit 23 is housed in acasing 24 which is shown more specifically in its cross-section in FIG.4.

In the casing 24, there are provided two diametrally opposite openings27 and 28 for housing respective contactless lead switches 34 and 35.The former one 34 is adapted for sensing the shaft-unlock position,while the latter senses the shaft-lock position.

When the motor 22 is energized to rotate, output torque is transmittedtherefrom through reduction gearing 23, output shaft wheel 36, amechanical coupling 200 provided between the latter and the rotator 21and hanger 19 to the locker bar 18, so as to raise the latter from itslock position shown in FIG. 1 towards its unlock position.

As shown in FIG. 5, the rotator 21 is formed with a sector cam 29,having a cam angle alpha of substantially 15-50 degrees, most preferablyabout 90 degrees, ranging between the both side slopes 31 and 32. Duringthe shaft-locking stage, hanger 19 is kept in pressure contact withrounded cam tip 30 as shown in FIG. 5 under the action of compressionspring 20, FIG. 1. Rotator 21 is mechanically connected through outputshaft or wheel 36 and gearing unit 23 with motor 22.

The gears of gearing unit 23 may preferably be of profile-shifted typefor transmitting larger possible torque and thus enabling the whole unithighly compact.

In the gear case 24 of gearing unit 23, a pair of diametrally oppositeopenings or slots 27;28 in which respective lead switches 34;35 aremounted. The former lead switch 34 is actuated in access cooperationwith a magnet 25 embedded in output shaft or -wheel 36 when the lockingbar 18 is raised in position from its shaft locking position by rotationof motor 22 and through gearing 23 and hanger 19 to the unlockingposition. In this way, the unlocking position of the bar 18 can besensed.

On the other hand, the opposite lead switch 35, when the motor isrotated to the locking position, thus the bar 18 arriving at itslockingly engaging position, is actuated by having access with theanother and opposite magnet 25. In this way, the locking position of thebar 18 can be sensed.

It may easily occur to any person skilled in the art to replace, ifnecessary, the said lead switchs by microswitches or the like switchingmeans.

The motor 22 is controlled by a keyless steering lock control circuitwhich is generally shown in FIG. 6 and having a plurality of buttonswitches arranged in matrix on a switch panel 45.

In this general control circuit, there are an unlock signal generatingcircuit 40, a motor circuit 41, a bar stick-prevention circuit 42, alock-and-unlock sensor circuit 43, an engine starter circuit 44, ashaft-locking circuit 46, and an ACC-control circuit 47.

Bar stick-prevention circuit 42 comprises an unlocking circuit 53, atimer circuit 54 and an alarm circuit 55.

Outputs of the button switches of the matrix keyboard 45 are connectedto a comparator circuit 51 and several gates as shown.

When selected button switches of the keyboard are depressed so as tosend a series of signals representing an intended number to theconparator 51 and comparison is made between it with that stored in thememory 50. When coincidence occurs therebetween, a coincidence signalwill be delivered from comparator 51 to coincidence signal outputcircuit 52, thereby an unlock instruction signal being deliveredtherefrom.

Then, this instruction signal will be fed to setting terminal S ofRS-flip-flop 60 which is thus brought into set position.

Then, the latched signal is delivered from RS-flip-flop 60 through itsQ-terminal to one-shot output circuit 61 and AND-gate 70, respectively.Then, the circuit 61 delivers one-shot output to AND-gate 62 and OR-gate71, respectively. Since the other input terminal of AND-gate 62 isadapted for receiving L-signal from Q-terminal of RS-flip-flop 74 to bereset by the output of AND-gate 75 which is connected with outputs fromthe both lead-switch 35 closable and lead switch 34 openable as thelocking bar 18 is situated at its locking position, output fromRS-flip-flop 60 during the shaft-locking position is shaped in one-shotoutput circuit 60 and then delivered through both AND-gate 62 andOR-gate 63 to set-terminal of RS-flip-flop 64. Thus, the latter willdeliver output from its Q-terminal through OR-gate 65 to amplifier 66,thereby relay 67 being activated at its "a"-terminal, so as to energizethe drive motor 22.

By the actuation of motor 22, the bar 18 will elevate to its unlockingposition. At this time, lead switch 34 becomes on under the influence ofmagnet 25, while other lead switch 35 remains off. Thus, AND-gate 73will deliver output for setting of RS-flip-flop 74. Output will bedelivered from the latter from its Q-terminal to the reversing terminalof AND-gate 62 and AND-gate 76. At this time, the latter receives at theopposite inlet from RS-flip-flop 64 through its Q-terminal, and AND-gate76 delivers its output through OR-gates 77 and 79, respectively, toRS-flip-flops 64 and 56 for resetting these both, thereby respectiveQ-terminals thereof becoming L-level. By this action, counter circuit 57is cleared and will terminate its counting job.

Should the rod 18 be stuck in its locking position in engagement withthe locking recess 11 of steering shaft 10 and thus be unable to movetowards its unlocking position by certain or other accidental cause, thealarm circuit 55 will be actuated to issue an alarm signal in thefollowing way

When RS-flip-flop 64 is set in the aforementioned way, its Q-terminaloutput will be fed to OR-gate 65, AND-gate 76 and RS-flip-flop 56. Thus,RS-flip-flop 56 is set and H-level signal is fed to counter circuit 57at its clear terminal. Thus, the latter circuit will be reset andinitiate to count the input clock pulses. Even when a predeterminedcounting period should have been lapsed without initiation of transfermovement of the bar 18 from its locking to unlocking position, alarmcircuit 55 will begin to deliver alarming signals under the action ofthe input signal from the counter circuit 55.

As shown more specifically in FIG. 7, the counter circuit 57 comprises acounter 58 adapted for reception of Q-terminal output of RS-flip-flop56, as well as the clock signal; and AND-gates 68 and 69 connectedrespectively with output terminals Q₁ -Q₄ of the said counter 58. Fromoutput terminals Q₁ -Q₅ those signals shown specifically in the timingchart of FIG. 8 are delivered. AND-gates 68 and 69 will deliver outputsignals Q_(A) and Q_(B), respectively, upon reception of respectiveoutput signals delivered from output terminals Q₁ -Q₃ AND-gate 69differs from those which are foregoing in such a point that it receivesQ₂ -output signal at its reversing output terminal. AND-gate 77 receivesQ_(B) - and Q₅ -signals for delivery of Q_(C) -signal.

In order to let the output terminals Q₁ -Q₅ deliver the requiredrespective output signals by the commonly known flip-flop operation, theAND-gate 68 delivers Q_(A) -signal after about seven seconds countedfrom the initiation of counting operation at the counter 58 andgenerates again Q_(A) -output signal after about eight seconds.

AND-gate 69 will deliver Q_(B) -output signal after five seconds countedfrom the said counting operation, and generate again Q_(B) -outputsignal after about eight seconds thereafter.

Q_(C) -output signal will be delivered after about twenty one secondscounted from the said initiation of the counting job, and simultaneouslywith the generation of Q_(B) -output signal.

It will be clear from the foregoing that if the shaft-locking bar 18 cannot shift towards its unlocking position even if the RS-flip-flop 64 hasbeen brought into its set-position, no reset signal will be delivered,from RS-flip-flop 74, and thus, RS-flip-flop 56 will continue itsset-position and the counter 57 will count the clock pulses as before.Thus, upon lapse of the predetermined time period, Q_(B) -output signalwill be generated.

This occurrence of Q_(B) -output signal generation will occur after sucha time point where the motor has executed its regular unlocking rotationfor urging the required locking bar retirement towards the unlockingposition. By this reason, buzzer 81 will operate for a predeterminedtime period by actuation of exclusive OR-gate 80, and at the same time,a reset signal will be fed to RS-flip-flop 64 through OR-gate 77. Thus,the buzzer will alarm the vehicle driver that the locking bar is keptaccidentally stuck into its locking position for the steering shaft andthat it is necessary that the driver must manually turn the steeringshaft forcibly, so as to make the stuck bar free. On the other hand, andby the resetting of RS-flip-flop 64, the amplifier 66 becomes off sothat current supply to the motor will be terminated.

Upon lapse of a still further predetermined time period, Q_(A) -outputsignal will be delivered from counter 57 and RS-flip-flop 64 is setthrough OR-gate 63 and Q-terminal output signal will be generated.

Thus, current will be delivered through OR-gate 65, amplifier 66 andrelay 67 to motor 22 which is, therefore, energized. When the driver sooperates at this time to turn the steering wheel manually, the lockingbar will be freeed from its stuck position. With the general circuitshown in FIG. 6, the foregoing operation will be repeated twice.

If the locking bar should not be freeed from its stuck position evenwhen the foregoing twice bar-freeing operation has been executed,Q_(B) - and Q_(C) -output signals will be generated. With generation ofthe former signal Q_(B), RS-flip-flop 64 is caused to set. And at thesame time, with generation of Q_(C) -output signal fed through OR-gates79 and 82, respectively, RS-flip-flops 56 and 60 are reset.

How many times the alarm circuit 55 should be operated and how long timesuch alarming operation should be continued, depends naturally upon thelength of timing pulse and the circuit constants of each of the relatedgate circuits.

Therefore, by modifying the above design parameters, the number ofreception times and the length of each operation period can naturally bemodified as occasion may desire.

At the final stage where the both Q_(B) - and Q_(C) -outputs aregenerated simultaneously, exclusive OR-gate 80 does deliver no outputsignals, thus the buzzer 81 being unable to operate.

When RS-flip-flop 56 is brought to its reset position, counter circuit57 becomes cleared, thus the counting operation thereof beingterminated.

When both RS-flip-flops 60 and 64 become reset, their respectiveQ-terminal outputs will be of L-level. Thus, the amplifier 66 willbecome off, and the relay 67 will change its operational position from"a" to "b"-contact. Therefore, the both end terminals of motor 22 areshort-circuited through the related relay and the motor will be broughtinto a dead stop by the action of an attached braking unit, not shown.

When a shaft-unlocking action is executed with the regular rotation ofmotor 22, output signal of AND-gate 76 is fed through OR-gate 78 tosetting terminal of RS-flip-flop 85, thereby the latter issuing itsoutput signal from the attributed output terminal Q to AND-gate 86,three-state buffer 87 and amplifier 88 which will deliver its output, soas to close ignition circuit 90. The three-state buffer 87 will deliverits output signal when AND-gate 86 does deliver no output, the saidoutput signal being fed through OR-gate 91 and amplifier 92 to accessarycircuit 93 which is thus closed. It should be noted that the term"accessary" will be only briefly denoted by "ACC".

Input terminals of AND-gate 86 are kept in communication withRS-flip-flop 85, engine sensor 94 and keyboard botton switch array 45.The design condition of the general circuit shown in FIG. 6 is soselected that with the engine running at a higher rotational speed thanthat which has been predetermined, the engine sensor 94 is kept atL-level, while the engine is kept nearly or correctly in its stationarycondition, the sensor is maintained at H-level.

During the stationary condition of the engine and with the RS-flip-flop85 brought into setting, when any selected one of the buttons atkeyboard 45 is being depressed, output continues to be delivered toAND-gate 86 which will be thus activated. The output of the latter willbe forwarded through amplifiers 94 and 95, thereby starter circuit 96and resister short circuit 97 are energized, so as to actuate thestarter motor for starting of the engine.

At this time and under the influence of output from AND-gate 86,ACC-circuit 93 will become off by the inverting action at three-statebuffer 87.

However, when the vehicle engine, not shown, has once been started bythe operation of AND-gate 86, the starter motor, not shown, can not bestarted even by depressing the conventional starting button switch, notshown, and indeed, because of the very existence of L-level output atthe engine sensor 94.

On the other hand, if accidental application of outside noises or shocksshould occur during practical running of the vehicle and upon theRS-flip-flop 85 acting to keep the ignition circuit 90 closed, therebythe flip-flop being forced to reset, the last-mentioned circuit will beopened and the engine will stop its revolution against the will of thevehicle driver. In such a case, a grave accident would be invited.

Provision is made of AND-gate 70 which will be actuated by simultaneousapplication of the output of RS-flip-flop 60 to be set by anshaft-unlocking signal, and of the output from the running sensor 98adapted for delivery of L-level signal during the vehicle-running or ofH-level signal during the vehicle-stoppage, and indeed, for the purposeof the shaft-unlocked position of the vehicle. As will be seen from FIG.6, the gate 70 will deliver its output signal when it simultaneouslyreceives H-level output signal from RS-flip-flop 74.

After execution of shaft-unlocking and during the vehicle-running,running sensor 98 originally delivers L-level output signal which isconverted to H-level signal at the inverting action at AND-gate 70, thelatter, therefore, continueing its output signal delivery to setterminal of RS-flip-flop 85 which can thus deliver its stable outputsignal.

As an alternative mode for closure of the ACC-circuit 93, keyboardswitches 45 are depressed in a certain predetermined order for deliveryof coded signals to comparator 51. When this coded input digits coincidewith those already memoried in the memory 50, the output of coincidencesignal output circuit 52 is fed to set terminal of RS-flip-flop 99 whichis then brought into its set position for delivery of output signal fromits Q-terminal. This output is then fed through OR-gate 91 and amplifier92 to ACC-circuit 93 to close. In this way, the driver may enjoy a radioprogram without inputting an unlock instruction signal, and so on.

Shaft-locking circuit 46 comprises AND-gate 100, one-shot circuit 101,AND-gate 102, RS-flip-flop 103 and AND-gate 104.

AND-gate 100 receives output from button switch board 45. One shotcircuit 101 is triggered by the output from AND-gate 100. AND-gate 102receives respective outputs from one shot circuit 101, RS-flip-flop 74and running sensor 98. The output of AND-gate 102 is fed to the setterminal of RS-flip-flop 103, its output signal at the Q-terminal is fedto AND-gate 104 which will deliver its output signal upon reception ofoutputs from RS-flip-flop 103 and engine sensor 94, and to OR-gate 65.

The shaft-locking circuit 46 can act when the vehicle has been caused tostop and the steering lock has been unlocked. More specifically, whentwo specifically selected push buttons of the board 45 are depressed,AND-gate 100 will deliver its output, thereby one shot circuit 101delivering its output to AND-gate 102. When the vehicle is stationary atthis time, AND-gate 102 will be on, its output being fed through OR-gate82 to RS-flip-flop 60 which is thus reset. It's output at Q-terminal isat L-level, and AND-gate 70 becomes off. At the same time, RS-flip-flop85 is caused to reset with the output signal of AND-gate 102, Q-terminaloutput of RS-flip-flop 85 becoming L-level, so as to let amplifier 88and AND-gate 86 off. Therefore, both amplifiers 94 and 95 becomenon-conductive. Further, amplifier 92 becomes off through three-statebuffer 87 and OR-gate 91.

At the same time, output signal from AND-gate 102 is fed to set terminalof RS-flip-flop 103 which is thus caused to set, Q-terminal outputthereof being fed to AND-gate 104.

If, at this time, the engine is in its stationary position, the enginesensor 94 will deliver H-level output, so as to deliver an output fromAND-gate 104 through OR-gate 65 to amplifier 66, the latter becomingthus on and relay arm 67 being transferred to "at"-contact forenergizing the motor 22.

With revolution of this motor 22, motion is transmitted from theattached gearing unit 23 and its output shaft or -wheel will be turnedclockwise 180 degrees from the position shown in FIG. 4 towards theshaft-locking position shown again therein. At the 180degree-revolutional position, magnet 25 will act upon lead switch 35 soas to bring the latter into its on-position. At the shaft-lockingposition, as shown in FIG. 6, lead switch 34 is kept at off, whileanother switch 35 is in its on-position. Therefore, AND-gate 75 willdeliver an output so as to reset RS-flip-flop 74, thereby its Q-terminaloutput becoming nill. At the same time, RS-flip-flop 103 is caused toreset through OR-gate 71. Thus, its Q-terminal output will cease todeliver, so as to stop the revolution of motor 22.

When the ACC-circuit 93 has been exclusively brought to on and if it isdesired to extinguish the circuit, depress either one of thespecifically destined two button switches at the board 45 adapted forde-energizing the ignition circuit 90. When such button-depression hasbeen made, its output will be delivered through OR-gates 105 and 106 toRS-flip-flop 99 which is therefore reset, thus terminating itsR-terminal output for making, through OR-gate 91, the amplifier 92non-conductive. The reset terminal of RS-flip-flop 99 receives nowQ-output signal of RS-flip-flop 60 through OR-gate 106. This will serveto positively notify the vehicle driver the issuance of an alarm signalfrom the buzzer 81 of such fact that the locking bar 18 now stuck intothe reception recess 11 on steering shaft 10.

After disengagement of the locking bar from its cooperating receptionrecess, RS-flip-flop 103 is set as in the foregoing explained manner,its output signal delivered is transmitted through three-state buffer 87and OR-gate 91 to amplifier 92 which becomes thus conductive. It shouldbe, however, noted that when the starter circuit 96 has been broughtinto actuation, the circuit 87 will become off.

Now turning to the operation of the whole arrangement shown, the vehicledriver depresses a predetermined switches arranged on the switch pannel45 which is fixedly mounted on a vehicle door or a dashboard on thevehicle interior, the digits signal is compared at the comparator 51with those which have beforehand intentionally been stored in the memory50. When there is coincidence between the both in every successivedigits, an output signal demonstrative of the coincidence will bedelivered from coincidence signal generator 52 to RS-flip-flop 60 whichis thus set. At this shaft-locking stage, RS-flip-flop 74 does notdeliver no output signal from its Q-terminal, and RS-flip-flop 60delivers its Q-terminal output which is transmitted through one shotoutput circuit 61, AND-gate 62 and OR-gate 63 to RS-flip-flop 64 whichis then caused to set.

Now, Q-terminal output of RS-flip-flop 64 will be delivered throughOR-gate 65 and relay 67 to motor 22 which is, therefore, activated. It'storque will be transmitted through gearing unit 23, output shaft or-wheel 36 and rotator 21 which acts, therefore, to elevate the lockingbar 18 from its locking position to its unlocking one, and indeed,together with hanger 19 against the action of coil pressure spring 20.Generally speaking, the motor 22 may be of the unidirectional type.However, it may be replaced by a reversible type one.

At the shaft-locking position shown in FIG. 4, which has been broughtabout after a 180-degree revolution of the output shaft or -wheel 36,lead switch 35 is kept at off-position, while the opposite lead switch34 has been brought into its on-position. At this time, AND-gate 73delivers an output signal to RS-flip-flop 74 which is thus set.Q-terminal output of the latter will be fed to the reversing inputterminal of AND-gate 62 which becomes thus off. Therefore, accidentalmalfunction of RS-flip-flop 64 by noise will be positively prevented.Input signal is also fed to the respective reset terminals ofRS-flip-flops 64 and 56 which are thus reset.

In the case of stuck-in engagement of the bar 18 with the locking recess11 on steering shaft 10, thereby great difficulty being provided for theexecution of a shaft unlocking operation, alarm circuit 55 is caused tooperate twice, indeed, with reception of the aforementioned input signalQB and resetting therewith twice the RS-flip-flop 64, so as to energizethe motor 22. If the said bar is still sticking till the last, outputsignal Q_(C) will be delivered, thus resetting the both RS-flip-flops 56and 60. At the same time, RS-flip-flop 64 is caused to reset byapplication of third delivery of Q_(B) -output. Therefore, the drivermust depress again the selected buttons at 45 in the predeterminedmanner.

When the steering shaft lock has been unlocked, output signals aredelivered from Q-terminals of RS-flip-flops 64 and 74 to AND-gate 76which delivers in turn output therefrom to OR-gate 78, so as to setRS-flip-flop 85. Thus, the ignition circuit 90 becomes on, while theACC-circuit 93 is brought into on through three-state buffer 87 andOR-gate 91.

When the driver depresses the selected switches at 45, AND-gate 86 willturn on, starter circuit 96 and resister short circuit 97 becomeconductive, while the buffer 87 becomes temporarily off, therebyACC-circuit being interrupted. When the engine is brought intooperation, engine sensor 94 is at L-level, thus AND-gates 86 and 104becoming off. Therefore, the engine starter circuit 96 becomes off,while the buffer 87 returns to on and ACC-circuit 93 is energized.Therefore, any false running of motor 22 by accidental noises and shocksis suppressed.

Further, during the running of the vehicle, running sensor 98 is kept inits output at Llevel for maintaining RS-flip-flop 60 at its settingcondition. In this position, AND-gate 70 delivers continuously setsignal through OR-gate 78 to RS-flip-flip 85 for the prevention ofmaking the ignition circuit 90 off during the running period of thevehicle.

After intentional termination of the vehicle running, and when thedriver intends to lock the steering shaft 10, he must depressspecifically selected two button switches at 45 simultaneously, thus aninstruction signal will be fed successively through AND-gate 100 and oneshot circuit 101 to AND-gate 102 which, therefore, delivers its output.Then, signal is fed through OR-gate 82 to RS-flip-flop 60, thus thelatter terminating its Q-terminal delivery.

At the same time, output from AND-gate 102 will be fed to reset terminalof flip-flop 85, so as to terminate its Q-terminal output for puttingthe both ignition circuit 90 and accessory circuit 93 off. By thisfunction, the engine will cease automatically its operation.

On account of these deeds, engine sensor 94 will deliver an output ofH-level. Output from AND-gate 102 is fed to RS-flip-flop 103 at its setterminal. Its Q-terminal output and output from engine sensor 94 are fedto AND-gate 104, and an instruction signal is fed therefrom throughOR-gate 65 to motor circuit 41, so as to energize the motor 22. Withrotation of the motor 22, its output shaft or -wheel 36 will be rotated180 degrees clockwise in FIG. 4 from the shaft-unlock-positioncorresponding to FIG. 5. Therefore, slide switch 34 is brought off,while lead switch 34 will become on on account of access to magnet 25.

Therefore, AND-gate 75 delivers output therefrom, so as to bringRS-flip-flops 74 and 103 into setting. At the same time, the rotator 21has been rotated to the shaft-locking position shown in FIG. 5, therebyhanger 19 and bar 18 being advanced under the action of coil spring 20,until the bar is brought into intimate engagement with reception recess11 on steering shaft 10.

The embodiments of the invention in which an exclusive property orprivilege is claimed are as follows:
 1. A keyless, motor-driven,steering shaft-locking and unlocking arrangement, said arrangementcomprising:a frame, an electric motor, a reduction gear connected withsaid motor, an output shaft wheel connected to said reduction gear at anoutput side of said output shaft wheel, a rotator coupled with saidoutput shaft wheel and acting as a rotary cam, said motor, said gear,said output shaft wheel and said rotator being arranged in line in saidframe, a spring-loaded hanger slidable within said frame andposition-controlled by said rotator, a shaft-locking and unlocking barconnected with said hanger and mounted slidably in the frame andengageable with a vehicle steering shaft, said bar being shiftablebetween a first position for unlocking of the vehicle steering shaft anda second position for locking the vehicle steering shaft, and controlcircuit means for controlling the turning on and off of said motor, saidcontrol circuit means includinga sensor for sensing a vehicle-runningcondition and a vehicle-stationary condition and for deliveringdifferent signals for said two vehicle conditions, a starter circuitconnected with said sensor, said starter circuit being responsive to asignal from said sensor indicative of said vehicle-running condition toprevent said bar from moving to said second position, and a lockingcircuit connected with said sensor, said electric motor being rotatableuntil driving said bar to said second position upon receipt of an outputsignal from said locking circuit based upon a signal received from saidsensor indicative said vehicle-stationary condition.
 2. The arrangementof claim 11, wherein an unlocking circuit feeds an unlocking signal tosaid control circuit means exclusively during an unlocking time periodto control the movement of said bar to said first position.
 3. Thearrangement of claim 1, wherein said control circuit means includes arelay electrically connected with said motor, said relay having a commonterminal, a first contact and a second contact, said first contractbeing electrically connected with a current source, said second contactbeing connected with a terminal of said motor, and said common terminalbeing connected with another terminal of said motor and during ade-energized period of said relay, said common terminal and said secondcontact are caused to short-circuit, while during an energized period,said common terminal is connected with said first contact.
 4. Thearrangement of claim 1, wherein said control circuit means furtherincludesan unlocking circuit for feeding an unlocking signal to saidmotor to move said bar to said first position, a starting circuit fordelivering energy and for energizing an engine ignition circuit, whereinthe engine ignition circuit is energized when outputs are delivered fromboth said unlocking circuit and said locking circuit.
 5. The arrangementof claim 1, wherein said output shaft wheel is housed in a casing inwhich two diametrially opposite openings are provided for housingrespective lead switches, one of said lead switches sensing a shaft-lockposition, while the other senses a shaft-lock position, depending uponthe rotational angle of said output shaft wheel and by cooperation witha magnet embedded in said output shaft wheel.